Valve-governor for engines.



No. 753,010. PATENTED APR. 19, 1904.. o. KUHLBWIND.

VALVE GOVERNOR FOR ENGINES.

APPLIUATION FILED JULY 3, 1902.

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PATENTED APR. 19, 1904.

C. KUHLEWIND. VALVE GOVERNOR FORENGINES.

APPLICATION FILED JULY 3, 1902.

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No. 758,010. PATENTED APR. 19, 1904. G. KUHLEWIND.

VALVE GOVERNOR FOR ENGINES.

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PATBNTED APR. 19,1904

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G. KUHLEWIND. VALVE GOVERNOR FOR ENGINES. APPLIOATION FILED JULY 3, 1902 m: Nonms Pawns co.. PHOTO-LITHQ, wAsHmuTum u. c

Patented April 19, 1904.

UNITED STATES, PATENT OFFICE.

CORNELIUS KUHLEWIND, OF KNOXVILLE, PENNSYLVANIA, ASSIGrNOR TO KUHLEVVIND GOVERNOR COMPANY, OF PITTSBURG, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

VALVE-GOVERNOR FOR ENGINES.

SPECIFICATION forming part of Letters Patent No. 758,010, dated April 19, 1904.

' Application filed July 3, 1902. Serial No. 114,281. (No model.)

To all whom it may concern.-

Be it known that I, CORNELIUS KUHLEWIND, of Knoxville, Allegheny county, Pennsylvania, have invented a new and useful Valve- 5 Governor for Engines, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming a part of this specification, in which A I Figure 1 is a vertical central section showing a piston-valve provided with my improved governing device. Fig. 2 is a sectional side elevation at right angles to the section of Fig. 1, showing the parts in normal position at I rest. Fig. 3 is a sectional side elevation showing the parts in position after the emergency application of the braking device. Fig. 4 is a sectional side elevation showing my invention applied to a horizontal piston valve.

Figs. 5, 6, and 7 are cross-sections of the piston-valve of Fig. 4, showing it in different positions. Fig. 8 is a horizontal cross-section of the valve of Fig. 1, and Fig. 9 is a side elevation, in reduced size, of the form of Fig. 1.

2 5 My invention relates to the governing of the fluid-admission valves of engines, such as steam or explosive engines, and is designed to provide a sensitive and quickly-acting governor which will act upon the valve to change 3 the size of the fluid-admission ports by either throttling down or opening them, according to differences in speed.

In the drawings, referring to the form of Figs. 1, 2, 3, 8, and 9, 2 is the admission-port 3 5 of an engine, having a slotted cylindrical valvecasing 3, containing a hollow piston-valve 4, with slots registering with those of the valvecasing. The stem 5 of this valve extends upwardly through the top of the valve-chamber 4 and through a packing device 6 and thence through atubular shaft 7. The shaft 7 is provided at its lower end with a bevel-wheel 8, located within a casing 9, also containing a bevelwheel 10, intermeshing with wheel 8 and mounted on a shaft 11, extending through the removable side 12 of the casing and carrying at its outer end a pulley 13, which is driven from the engine-shaft.

lower ends, forming wedge-faces which fitupon the oppositely-directed inclines of blocks 20, secured to a fly-wheel 21 on opposite sides of the shafts. Mating with each of the wedgeblocks 19 is a corresponding block 22, having similar wedge-faces and carried upon a stem 5 23, which projects upwardly through a pocket in the cross-head 14, each pocket containing a spiral spring similar to the spring 15. The upper end of the stem 23 is free from any connections. During the operation of the de- 7 vice the side faces of the blocks 19 and 22 contact with each other, the one rising orfalling relatively to the other, depending upon the relative position of the fly-wheel and the tubular shaft. When at rest, these two blocks are in the position shown in Fig. 2, while Fig. 3 shows the extreme position when the valve is closed. Another cross-head, 24, is secured to the tubular shaft below the cross-head 14 and at right angles to it. This -crosshead 24 is provided at its outer ends with vertical extensions bored out to receive the plungers 25, having stems 26, which extend upwardly through upper tubular guides 27. Spiral springs 28 surround the stems and press downwardly upon 5 the plungers 25. The plungers 25 are provided with downwardly-extending stems having at their lower ends V-shapedclutch-blocks 29, which are arranged to fit in a V-shaped annular groove in the web of the fly-wheel. The 9 governor-balls 30 are formed with stems 31, i forming arms of three-armed leversmounted at 32. The arm 33 of each lever is forked to surround the stem between the plunger 25 and brake-block 29, while the arm 34 is arranged to act upon the upper end of the I groove in the fly-wheel.

,plunger'35, carried in a bearing 36, secured to the fly-wheel and having a brake-block 37 at its lower end arranged to engage an annular groove of corresponding shape in a stationary braking-disk 38. Spiral springs 39 act upon the plungers 35 to normally press them upwardly and lift the blocks 37 out of engagement with the brake-disk. To look the blocks in engagement with the brake-disk in case of accident and running away of the engine, I provide on the fly-wheel the pivoted latches 10, which are pressed inwardly by springs 41. In case of sudden and excessive increase of speed balls 30 will move the brakeblocks'37 downwardly far enough to allow the latchesto be drawn'over their upper ends by the springs. When this occurs, the'wedgeblocks 19 and 22 will immediately assume the position shown in Fig. 3, thus immediately closing the valve.

The fly-wheel 21 rotates loosely about the tubular shaft 7 and is carried on ball-bearings 42, supported upon the brake-disk. The flywheel rotates between collars mounted on the tubular shaft and is actuated by the yielding connection, consisting of the wedge-blocks 19 and 22, which act upon the corresponding concave blocks of the fly-wheel.

In the operation of the device in starting the engine the wedge-blocks 19 and 22 will be in a position opposite to that shown in Fig. 3, in which position the valve is wide open and the V-shaped blocks 29 are in contact with their As the fluid-supply at the engine is opened the engine will turn the pulleys 13, and thus rotate the fly-wheel through the cross-head 24 and V-shaped blocks 29. As the engine speeds up the balls 30 will swing outwardly under centrifugal force until they lift the block 29 out of the groove in the fly-wheel. During all variations of speed from this point until an excessive speed is reached the blocks 29 are out of contact, and the driving of the wheel and governing of the valve are performed by the wedge-blocks l9 and 22. The pressure of the springs 15 is adjusted by the nuts at the lower ends of the part 16, and the speed of the engine is thus regulated. At the normal speed the fly-wheel will rotate at the same speed as the tubular shaft 17 and consequently the blocksl9 and 22 will remain in the same relative position.

-When any variation of speed occurs, these block to a position where the block 19 closes the admission-valve.

In the form of Figs. 4 to 7, inclusive, I show the system as applied to a horizontal valve. In this form 2 is the piston-valve, with a stem 5 extending through the valve-caseon one side and a stem 11 extending through the case on the opposite side and carrying a pulley 13'. In this form the tubular shaft which carries the cross-head is shown at 17, 21 being the flywheel loosely surrounding the tubular shaft. The governor parts are the same as those of the first form. The tubular shaft 17 is secured to an outer rotary valve or valve-casing 42' by spider-arms 43, and this valve 42 is slotted to correspond with the slots in the hollow piston-valve. The wedge-blocks in this case are carried upon stems 18, which extend loosely through the cross-head 7' upon the valve-stem, and their outer ends are free and unconnected. The V-shaped blocks 29 are also attached to plungers moving inv a cross-head secured to the inner valve-stem and having the centrifugal connection, as before. In this form when the engine 1s in motion under any change of speed the changing posltlon of the wedge.-

blocks 19 and 22 will act upon the tubular shaft, and thereby oscillate the movable casing of the valve. The casing normally rotates at the same speed as the valve, and hence this movement of the casing will shift the ports and throttle or open them.

In Fig. 5 I show the ports as closed, in Fig. 6 as partly open, and in Fig. 7 as fully open.

The advantages of my invention result from the quick and positive action of the governor which changes the fluid-supply. In actual operation the device is found to work with great accuracy and efliciency. i

The governor may be attached to a cut-off by which the steam or gaseous mixture is cut off at different points in the stroke, and the invention may be varied in many other ways as to construction and arrangement without departing from my invention.

I claim- 1. An engine-governor comprising a rotary momentum-disk,a rotary element, a valve connected to one of said parts, driving connections between one of these parts and the engine, a yielding driving connection between the rotary element and the disk, another detachable driving connection between the rotary element and the disk, and automatic mechanism for severing said latter driving connection as the speed is increased; substantially as described.

2. An engine-governor comprising a rotary.

mentum-disk, a rotary element, one of said parts being connected to the admission-valve and one having driving connections with the engine, and a cam connection between the rotary element and the momentum-disk, said cam connection having spring-pressed blocks as a part thereof; substantially as described.

4. An engine-governor having a rotary momentum-disk, a rotary element connected to the valve, driving connections between the engine and one of said parts, and a cam connection between the rotary element and the disk, said cam connection including a pair of springpressed coacting Wedge-blocks, one of which is arranged to cause movement of the rotary element; substantially as described.

5. An engine-governor comprising a rotary momentum-disk, a rotary element arranged to drive the same, said element being connected to the valve and having driving connections ing driving connection between the rotary element and the momentum-disk, and an automatic brake device for excess speed; substantially as described.

In testimony whereof I have hereunto Set my hand.

CORNELIUS KUHLEWIND. Witnesses:

GEO. B. BLEMING, H. M. CORWIN. 

